Aircraft control means

ABSTRACT

A rotorcraft control has one carriage transversely translatably mounted on an aircraft frame, and another carriage longitudinally translatably mounted on the first carriage with a rotor blade drive apparatus mounted on the second carriage. Apparatus is provided to move the carriages independently and simultaneously so as to control the position of the blade rotating apparatus on the airframe.

United States Patent 1 r Haines Oct. 16, 1973 [54] AIRCRAFT CONTROLMEANS 3,563,499 2/1971 Dueweke 244/ 17.25 X [76] Inventor: Robert M.Haines, R.R. 7, Maize,

K 67205 Primary Examiner-Milton Buchler Assistant ExaminerPaul E.Sauberer [22] F'led: 1972 Attorney-John H. Widdowson [21] Appl. No.:218,414 4 [57] ABSTRACT A rotorcraft control has one carriagetransversely translatably mounted on an aircraft frame, and an- [58]Field of Search 244/l7.11, 17.25,

2 4 4/17 23 l7 416/149 150 214/1 BB other carriage longitudinallytranslatably mounted on the first carriage with a rotor blade driveapparatus [56] References Cited mounted on the second carriage.Apparatus ISIPIO- vided to move the carriages independently and slmul-UNITED STATES PATENTS taneously so as to control the position of theblade ro- 2,551,455 5/1951 Neale 244/l7.ll tating apparatus on theairframe. 3,045,950 7/1962 Jennings, Jr. 244/17.ll 2,563,047 8/1951Kisner 244/l7.11 X 3 Claims, 8 Drawing Figures Pmmwum 15 ms 3.765622SHEET 10F 3 AIRCRAFT CONTROL MEANS Numerous types of control systems areknown in the prior art as operable to control the rotor blade on arotary wing type of aircraft. These prior art devices used to controlrotorcraft blades fall into several general categories'One type of priorart device uses a fixed posi-- tion rotor head with mechanical means tochange the overall pitch of the rotor blades and to change the pitch ofthe rotor blades in a cyclic manner relative to the direction of motionof the aircraft. Another type of control device used with rotorcraftcomprises an engine and a rotor head swingably mounted as on a gimbal soas to change the position of the rotor blade and the center of gravityof the aircraft. An additional type of rotorcraft control is simply afixed pitch blade pivotally mounted so as to pivot in a plane transverseto the retorcraft thereby controlling the lift effect of the rotor bladeby changing its angle of attack in forward motion. One last type ofrotorcraft blade control consists of a rotor head apparatus supported bya linkage apparatus to change the relative position and angle of therotor head somewhat like the gimbal mount. In all of the described typesof rotorcraft control systems they each have their specificdisadvantages and shortcomings, but generally the disadvantages to theseprior art devices is that they require a great deal of machinery andcontrol apparatus to accomplish the result. These control systems alsohave the overall disadvantage of not providing a control system whichwill compensate for loading of such an aircraft outside of a verylimited center of gravity range. The control systems in which the rotorhead secured in an immovable position on the aircraft structurecharacteristically have the usable range of the center of gravity quiterestricted since the rotorcraft will become unstable if operated whenthe center of gravity is not in the allowable range. The most popular ofthe prior art control devices is the first mentioned with both pitch andcyclic control for the rotor blade; this system has been refeined so asto provide good control, has the disadvantage of a great number of 7moving parts which must be replaced periodically at a great expense andthis system has a disadvantage of creating a great degree of vibrationdue to the moving parts.

In one preferred specific embodiment of the rotorcraft control means ofthis invention, such includes a rotorcraft control system having a pairof carriages; the first of which is mounted on the rotorcraftsstructural frame and adapted to move transverse thereto, and the secondof the carriages is mounted on the firstcarriage and adapted to movelongitudinally and it has the rotor head assembly mounted thereon. Thecontrol means of this preferred specific embodiment is adapted to moverotor head assembly in a planar motion relative to the airframe. Theairframe basically includes a fuselage structure, an engine, a tailrotor, and the control means of this invention. The specific airframestructure disclosed herein is general in nature and is provided with thebasic and essential elements necessary for operation of the aircraftwith the control means of this invention. The carriage which is mountedwith the airframe has ways or beams mounted transverse to the normaldirection of motion of the airframe and the carriage is adapted to moveback and forth on these ways or beams when in use. The carriage which ismounted on the transversely movable carriable has the rotor assemblymounted on it and is connected to the transversely movable carriage by asimilar arrangement of ways or beams. A cable control apparatus isconnected to the longitudinally movable carriage and adapted to move italone forward and rearward relative to the airframe and to move bothcarriages back and forth or transversely on the airframe. The rotor headassembly includes a gear box mounted on the longitudinally movablecarriage with a rotor blade supported above it. The rotor head assemblyis connected to the engine by a pivotable and extendable drive shaft.

In another preferred specific embodiment of the rotorcraft control meansof this invention, the carriages and control components of the firstdescribed preferred specific embodiment are mounted on additional waysor beams positioned longitudinally on the airframe and adapted to moveboth carriages forward or rearward as a unit. The forward andrearwardmovement of the entire control and carriage apparatus is provided by thelongitudinally mounted ways so the relative position of both carriageson the airframe can be varied forward and aft in order to provide alarge allowable center of gravity range thereby giving greater stabilityfor the rotorcraft in extreme loading conditions.

One object of this invention is to provide a rotorcraft control meansovercoming the aforementioned disadvantages of the prior art devices.

Still, one other object of this invention is to provide a rotorcraftcontrol system having a structure with a rotor head which can be movedin planar motion relative to the aircraft frame.

Still one other object of this invention is to provide a rotorcraftcontrol system having a carriage to move the rotor head longitudinallyrelative to the aircraft frame and another carriage to move the rotorhead transverse to the aircraft frame cooperating in that movement tocontrol the relative position of the rotor head on the airframe andthereby control the aircraft.

Yet,,one other object of this invention is to provide a rotorcraftcontrol system having a structure with one carriage mounted on theaircraft frame to move in a transverse direction and with anothercarriage mounted on the transversely movable carriage which will movelongitudianlly relative to the airframeand have the rotor head assemblymounted on it.

Still antoher object of this invention in a second preferred specificembodiment is to provide a rotorcraft control means having a structurewith a pair of carriages which can be moved longitudinally on theairframe to adjust the overall forward-aft position of the entire rotorhead assembly in order to increase the allowable center of gravity rangefor a rotorcraft center of gravity.

Various other objects, advantages, and features of the invention willbecome apparent to those skilled in the art from the foregoingdiscussion, taken in conjunction with the accompanying drawings, inwhich:

FIG. 1 is a side elevation view of a rotorcraft having the rotorcraftcontrolmeans of this invention mounted thereon;

FIG. 2 is an enlarged side elevation view of a segment of the rotorcraftstructure of FIG. 1, showing the rotor head assembly, a segment of therotor blade, and the carriage apparatus;

FIG. 3 is an enlarged front elevation view of a segment of therotorcraft structure showing the control system apparatus and itsattachment to the airframe;

FIG. 4 is a top plan view of the carriage assembly without the rotorblade drive apparatus and having the carriages shown in the centeredposition;

FIG. 5 is a top plan view of the carriage assembly without the rotorblade drive apparatus and shown with the transversely moving carriage inone extreme side position and the longitudinally moving carriage in itsextreme position;

FIG. 6 is a perspective view of the second preferred specific embodimentof the control system carriage assembly having solid rod actuators andlongitudinal overall position adjustment ways;

FIG. 7 is a top plan view of a rotorcraft structure having a pair ofrotor blades in a side-by-side configuration utilizing the controlsystem of this invention; and

FIG. 8 is a top plan view of a rotorcarft structure having two rotors ina fore-and-aft configuration utilizing the control apparatus of thisinvention.

The following is a discussion and description of preferred specificembodiments of the aircraft control means of this invention, such beingmade with reference to the drawings, whereupon the same referencenumerals are used to indicate the same or similar parts and/orstructure. It is to be understood that such discussion and descriptionis not to unduly limit the scope of the invention.

Referring to the drawings in detail and in particular to FIG. 1. arotorcraft is'shown therein, indicated at 10; it is shown with a controlsystem apparatus 12 of this invention mounted thereon connected to theengine 14 and rotor blade 16. The rotorcraft structure 10 includes anairframe on which the control apparatus 12, engine assembly 14, and atail rotor 18 and other components necessary for the operation of arotorcraft are mounted. The structure of the rotorcraft controlapparatus 12 of this first described preferred specific embodiment isshown in detail in FIGS. 2, 3, 4, and 5. The control apparatus includesa first carriage 34 mounted so as to be transversely movable on a pairof beams, or ways 36 which are secured to the upper fuselage structure38 of the rotorcraft, and a second carriage 40 mounted on longitudinallypositioned beams 42 on the first carriage 34 so as to be movablelongitudinally relative to the rotorcraft structure. In the descriptionherein the transversely movable carriage 34 is referred to as the firstcarriage or the lower carriage and the longitudinally movable carriage40 is referred to as the second carriage or upper carriage. The secondcarriage 40 has a cable control apparatus, indicated generally at 44,connected to it so as to move the second carriage 40 on the firstcarriage 34 in longitudinal movement and to move the first carriage 34in a translating motion relative to the upper fuselage structure 38. Thecable control apparatus is provided to control the motion of the rotorhead apparatus in planar motion relative to the rotorcraft structure andis connected so that a pilot or other control device can be used inorder to control motion of the rotorcraft 10 as will be described.

The control system 12 of this invention, utilizes a blade rotatingapparatus specifically designed to continually rotate the rotor blade asthe carriages move about during operation of the rotorcraft 10. Thespecific drive apparatus shown in the drawings illustrates one means ofrotating the rotor blade in the required manner. The engine assembly 14includes an engine 24 and transmission 26 which are permanently securedin place on the airframe and the drive shaft 28 is constructed toconnect the transmission 26 to the gear box 30 as it moves with theupper carriage 40. The gear box 30 is secured to a platform 50 on theupper portion of the upper carriage 40 and has the fixed portion of theblade hub 52 supported above the gear box on a plurality of verticalsupport members 53. The rotor blade is driven by a shaft enclosed in ahousing 54 connecting the gear box 30 to the rotor blade hub 56. Theblades 58 are shown attached to the rototable blade hub 56 in a fixedangular position. The fixed portion of the blade hub 52 must be rigidlysecured to the platform 50 and second carriage 40 so that the blades 58will move in a plane substantially parallel to that in which thecarriages move.

Input to the gear box 30 is through the drive shaft 28 from thetransmission 26. The drive shaft 28 has a universal joint connection 60at the transmission and the shaft itself is composed of two segments 62and 64 which are connected so as to operably change the overall length.One segment of the drive shaft 62 is connected to the universal joint 60at the transmission and the other segment of the drive shaft 64 isconnected to the gear box 30 at a coupling indicated at 66. A driveshaft support bearing 68 is provided at the junction between the twosegments 62 and 64 of the drive shaft and adapted to support the centerportion of the shaft to reduce vibration and guide the drive shaf in itsback and forth transverse motion as the carriages move. The drive shaftcenter support 68 has a fixed outer portion with a downwardly extendingleg 69 having a roller 70 on its lower portion which rests on a rollerguide 72. The roller guide 72 is a structural portion of, the airframethat extends transverse to the drive shaft 28. The drive shaft centersupport 68 pivots about the universal joint 60 as the carriages movetransversely and the roller moves in an arc at that time. When thecarriages move longitudinally forward and aft, the inner portion of thedrive shaft 64 slides into an out of the outer portion of the driveshaft 62. Immediately above the drive shaft is a pivotal guide armassembly generally indicated at 73 consisting of a first arm 74pivotally attached to the airframe structure to pivot transversely atthe same transverse position as the drive shaft universal joint does,and a second arm 76 attached to the gear box coupling 66. The guide armapparatus 73 is constructed so as to be extendable and retractable tomove with the drive shaft 28 in its extending and retracting motion andto provide additional support and stability between the airframe and thecarriages. The guide arm apparatus 73 and the drive shaft 28 are bothconstructed to be easily extendable and retractable when the rotorcraftis in operation.

It is to be noted also that the blade apparatus, gear box, drive shaftand other powering apparatus shown in the enclosed drawings has beenproven, in practice, as

sufficient to maintain operation of the rotorcraft. It is to beunderstood that other specific arrangements of blade apparatuses anddriving apparatuses can be substituted so long as they fulfill a similarfunction in the invention. The specific rotor blade apparatus 16 shownand described herein is provided with fixed pitch blades 58; however,other rotor blade designs can be used which have variable pitch blades,or have blades that are controllable in their pitch during operation ofthe aircraft and including blade assemblies with counterrotating blades.The rotor blade apparatus can be rotated by a fluid drive means separatefrom and mechanically connected to the blades or integrated into theblade structure.

The engine 24 and transmission 26 are securely mounted with therotorcraft airframe and are connected to the gear box 30; they are alsoconnected to the tail rotor 18. The manipulating controls for theengine, the carriages, and tail rotor 18 are not specifically shown inthe drawings but are connected to the pilots compartment of therotorcraft so as to enable a pilot to control the function of thesecomponents for proper flight of the rotorcraft or any other aircraftusing the herein described invention. The tail rotor apparatus 18 isoperated simultaneously with the other portion of the drive apparatusand is connected to transmission 26 by a drive shaft 78. Operation ofthe tail rotor apparatus is independently controllable from the motionof the rotor head apparatus in the control assembly.

The structural connection between the carriages 34 and 40 and theairframe structure are best seen in FIGS. 2, 3, 4, and 5. The lowercarriage 34 is mounted directly to the airframe structure of therotorcraft. The upper structural members of the rotorcraft airframe areindicated at 80 and have a support beam 82 connected thereto on whichthe first carriage ways are mounted. The upper airframe structure,indicated at 80, is attached to beam supports 82 by a pair of flanges 84at opposite ends of the beam supports 82, as can be seen clearly in FIG.2. The transverse ways or beams 36 are connected to the beam supports 82in a position transverse relative to the rotorcrafts airframe. One ofthe transverse beams 86 is at the forward end of the beam support 82 andthe other 88 at the aft end of the beam support 82. The lower ortransversely movable carriage 34 is comprised of a pair of carriageblocks 90 connected between a pair of longitudinally oriented beams 92and 94 rigidly connected between lower carriage blocks 90. Forconvenience in describing motion of the carriages the beam numbered 92is on the right side of the airframe and the beam numbered 94 is shownon the left side of the airframe. The carriage blocks 90 each have anaperture therethrough adapted to engage the transverse beams 86 and 88.

The upper carriage apparatus 40 has an upper carriage block 100 mountedwith the longitudinal beams 92 and 94 as can be clearly seen in FIG. 2.A pair of passageways through the upper carriage block 100 are used toengage the longitudinal ways 92 and 94 to connect it to the structureand guide it in forward and aft motion. Both the upper carriage blcok100 and the lower carriage blocks 90 preferably have ball bearingstructures therein adapted to contact the ways to provide easy movement.The upper carriage block 100 has a guide bar apparatus indicated at 102and the platform 50 on its upper portion. The platform 50 is themounting surface for the gear box 30. A guide bar apparatus is used inconjunction with the control cable apparatus 44 to direct the carriages.The guide bar apparatus includes four guide bars indicated at 104mounted on the four sides of the second carriage 40, as can be seenclearly in FIGS. and 5. Sliding blocks 106 are attached to the guide bar104 and are connected to cable indicated at 108. The cables 108 passover pulley fixtures 110 on the sides of the airframe and they pass overother pulley fixtures 112 on the forward and aft end portions of thecarriage apparatus as can be seen in FIGS. 2 and 3. The four controlcables 108 are a portion of the cable control apparatus 44 and arerouted in the aircraft structure and connected to a control stick to beused by the pilot of the rotorcraft. The control cable apparatus 44 isdesigned so the control cables 108 are taut and the slight movement ofthe control stick will move the carriages 34 and 40. As a pilot movesthe control stick, the cables 108 are moved correspondingly so as topull the guide bar apparatus and upper carriage 40 thereby moving theupper carriage block 100 on the longitudinal beams 92 and 94, and alsomoving the lower carriage blocks 90 on the transverse beams 86 and 88.FIG. 4 shows both of the carriages 34 and 40 in the centered position.As the upper carriage 40 is moved forward on the longitudinal beams 92and 94, the upper carriage block 100 slides nearer to the transversebeam 86; simultaneously, the sliding blocks 106 on the sides of theupper carriage 40 move along the guide beams 104 so the control ablesare at all times in the same criss-cross intersecting relation. As theupper carriage is moved to one side or the other (as is shown in FIG. 5where it is moved to he right), the upper carriage remains in a fixedposition relative to the lower carriage 34 and the lower carraige 34moves to the right on the transverse beams 86 and 88, while the slidingblocks 106 on the forward and aft portions of the upper carriage slideto the left end of their attached guide bars 104, so as to maintain thecontrol cables in the intersecting position. Motion of the carriagesanywhere within their range is done in the same general manner asdescribed, only varying upon the motion and position to which thecarriages are moved. It is to be noted, however, that the motion of thecarriages need not be entirely in one direction and then in the other;the carriages can be moved in a straight line or diagonal fashion bysimply moving the control stick in a diagonal manner so as to move thetwo carriages simultaneously.

It is to be noted that the use of the cable control apparatus 44 inmoving the carriages is not to unduly restrict the scope of thisinvention and that such is provided only as a simple and easily operableand uncomplicated means of moving the carriages. In practice it has beenfound that the cable control apparatus as shown and described herein issufficient to adequately control a rotorcraft having the control systemof this invention.

A second preferred specific embodiment of the herein described inventionis shown in FIG. 6. The sec ond preferred specific embodiment of thecontrol means includes an upper carriage indicated at and a lowercarriage indicated at 122 which are mountable with an airframe structureso as to be movable in the entirety in a longitudinal or transversemanner. The upper carriage 120 is connected with the lower carriage 122by a pair of beams or ways, indicated at 123 and 124. Similarly thelower carriage 122 has a pair of beams 126 and 128 passing therethroughand connected with four mounting blocks indicated at 130. The mountingblock 130 attach the carriage apparatus to a pair of elongated beams,indicated at 132. The elongated beams 132 provide the means by which thecarriages 120 and 122 are moved by the entirety. The elongated beams 132are mounted with the structure of an airframe either longitudinally ortransversely, depending upon whichever direction the entire carriageapparatus is desired to be moved. In order to shift position of theentire carriage apparatus, a connecting beam 134 is provided which isattached to the mounting blocks 130 and on one end thereof and a pair ofadditional elongated beams 136 connect the four mounting blocks 130 sothey are moved as a total connected structure.

In order to accomplish movement of the mounting blocks 130, an operatormember 138 is connected to same to be moved by an operator which is notshown in the drawings. As shown in FIG. 6, it is to be noted thatmovement of the upper carriage is done through the use of control rods140 and mounting blocks joining the guide bar apparatus 142 on the uppercarriage 120. The use of control rods is shown in conjunction with thispreferred specific embodiment of there herein described invention as onedevice to operate the apparatus of this invention. It is to beunderstood that any number of different specific control devices can bedesigned to move the carriages and other apparatus of this invention,and the devices disclosed herein are intended to illustrate theinvention. The control rods 140 can be operated by either hydraulic,electrical, or mechanical servo-like devices in order to change positionof the upper carriage and lower carriage relative to the mounting blocks130. The position of the mounting blocks 130 on the elongated airframestructural beams 132 is an important feature of this preferred specificembodiment. The motion of the mounting blocks 130 can be accomplishedthrough either hydraulic, electrical, or other mechanical servo-likemeans which are similar to means used to move the carriages. Thesignificance of being able to move the entire carriage apparatus is thatthis allows for changing the overall position of the rotor bladeapparatus in order to compensate for overall loading condition changes,thus enlarging the allowable center of gravity range in which therotorcraft will operate. The overall effect of enlarging the allowablecenter of gravity range is to increase the capability of any rotorcraftusing the invention.

FIGS. 7 and 8 show two rotorcraft configurations using multiple rotorconfigurations on which the control means of this invention isshown. Inthe side-byside dual rotor configuration 140 as shown in FIG. 7, therotors can each be provided with a pair of carriages and overallcarriage moving apparatuses that can be connected so as to be moveduniformly thereby controlling motion of the rotorcraft. Likewise, in theforward and aft rotor configuration rotorcraaft 150 as shown in FIG. 8,each rotor can be provided with a pair of carriages and overall carriagemoving apparatuses which can be moved to control motion of therotorcraft. In both of the dual rotor configurations shown, 140 and 150,the combined movements of the carriages is used to ontrol motion of theaircraft.

In practice of the herein described invention it has been found that useof the fixed pitch apparatus 16 and the cable control apparatus 44 incombination with an internal combustion engine will provode meanssufficient to operate the control system of this invention during theflight of a rotorcraft. In such practice the speed of the engine 24 isdirectly used to control the speed of the blade apparatus 16 wherebycontrolling the lift of same during the flight of the rotorcraft. Thecable control apparatus 44 provides sufficient capabil- .ity to move therotor head 18 and fixed pitch blade apparatus 16 correctly to controlthe rotorcrafts motion. However, it is to be noted that other types ofpower plants including turbines and the like can be used to power therotorcraft, and other blade apparatuses can be used which havecontrollable or variable pitch blades, and other adaptations of thecable control apparatus can be used in order to move the carriages intheir controlling motions. in general, in order to control forward andaft motion of the rotorcraft the upper carriage is moved longitudinallyforward or aft relative to the airframe. With forward motion of theupper carriage the rotor head and blade apparatuses move forwardrelative to the center of gravitY of the rotorcraft; this causes forwardmotion of the rotorcraft. Similarly, rearward motion of the uppercarriage 40 causes motion of the rotor head and blade apparatusesrearward relative to the center of gravity of the rotorcraft and thuscauses rearward motion of the rotorcraft. Transverse motions of therotorcraft are controlled by moving the transversely movable carriage 34in side to side motion relative to the center of gravity of therotorcraft. As the'first carriage 34 is moved to one side or the other,it moves transversely relative to the center of gravity of therotorcraft and thus causes a sideways motion of the rotorcraft when inflight. Additionally, when in flight the tail rotor apparatus 18 on therotorcraft provides a means for stabilizing the torque reactions of therotorcraft associated with the motions of flight; for this reason it isnecessarily controlled independently of the herein described controlsystem.

In the manufacture of the rotorcraft control means structure of thisinvention, it is obvious that the struc ture of the control apparatuscan be constructed easily by the methods and techniques presently usedto onstruct control apparatuses for rotorcrafts and utilize a lessernumber of components and work involved in making same than theconventional and popular cyclic and pitch controllable rotorcraftcontrol systems. The manufacture of the structure of this invention canbe accomplished simply as is shown in the drawings in order to achievethe end product.

In the use and operation of the rotorcraft control means structure ofthis invention, it is seen that same provides a simple and effectivemeans by which the rotor head assembly and blade assembly can be movedon'and relative to an airframe structure of a rotorcraft in order tocontrol the flight motions thereof. The motions of the carriages onwhich the rotor head and blade assemblies are mounted is used to controloperation of the rotorcraft, and it is seen that the motions of thesecarriages is accomplishable by the use of a cable control apparatus andthat operation of the rotor blade is accomplishable by the use of aninternal combustion engine and an extendable and movable pivotable driveshaft connected to a blade apparatus gear box mounted on the edges.

As will become apparent from the foregoing description of the applicantsrotorcraft control means structure, relatively inexpensive and simplyoperating means have been provided to control the position of the rotorblade and associated driving apparatuses position on a rotorcraftairframe structure. The control means structure is simple in operation,has a minimum number of moving components, and is by its nature adaptedto extend the versatility of the rotorcraft.

While the invention has been described in conjunction with preferredspecific embodiments thereof, it will be understood that thisdescription is intended to illustrate and not to limit the scope of theinvention, which is defined by the following claims.

I claim:

1. An aircraft control means comprising:

a. rotor head mounting means mountable with a frame means having meansto move said rotor head mounting means transverse to said frame means,and having means to move said rotor head mounting means longitudinal tosaid helicopter frame means,

b. blade rotating means secured to said rotor head mounting means andhaving a blade means,

c. said rotor head mounting means has a first carriage meanstranslatably mounted with said frame means to move transversely, and asecond carriage means translatably mounted with said first carriagemeans to move longitudinally relative said first carriage means andhaving a portion of said blade rotating means mounted thereon,

d. said means to move said rotor head mounting means operable to movesaid first carriage means and said second carriage means simultaneouslyrelative to each other and relative to said frame means, and

e. said means to move said rotor head mounting means having longitudinalbeams and transverse beams having carriage blocks slidable mounted onsaid beams and movement of said carriage blocks moves said rotor headmounting means to move the center of gravity of said frame means,

said means to move said rotor head mounting means transverse said framemeans has a transverse way means mounted transverse said frame means andsaid first carriage means slidably mounted therewith, and

g. said means to move said rotor head mounting means longitudinal tosaid frame means has a longitudinal way means mounted longitudinal saidframe means and said second carriage means slidably mounted with saidlongitudinal way means,

said control means is adapted to move said blade rotating means relativeto said frame means so as to control a position of lifting forces onsaid frame means.

2. The control means as described in claim 1,

wherein:

a. said transverse way means has a pair of said parallel transversebeams secured transverse on said frame,

b. said first carriage means has a pair of parallel passagewaystherethrough to engage said transverse beams so as to mount said firstcarriage for transverse movement thereof relative said frqme means,

0. said longitudinal way means has a pair of said parallel longitudinalbeams secured in a longitudinal position on said first carriage means,and

d. said second carriage means has a pair of parallel passagewaystherethrough to engage said longitudinal beams so as to mount saidsecond carriage for longitudinal movement thereof relative said firstcarraige means,

e. said means to move said rotor head mounting means longitudinally hasa guide frame means secured to said second carraige means,

f. said means to move said rotor head mounting longitudinal andtransversely has a carriage controls means connected to said guide framemeans to move said second carriage means and said first carriage meansforward and aft, and back and forth relative said frame means,

g. said carriage control means has a cable control means having one pairof control cables connected to said guide frame means to move said firstcarriage means transversely, and another pair of control cablesconnected to said guide frame means to move said first carriage meanslongitudinally relative said frame means, and

h. said cables are connected to a pilot control means for movement ofsaid first and second carriage means in a horizontal plane.

3. In an aircraft having a frame means and powering means having acontrol means:

a. a rotor mounting means mountable with said frame means having meansto move said rotor head mounting means transverse to said frame means,and having means to move said rotor head mounting means longitudinal tosaid helicopter frame means, and

b. blade rotating means secured to said rotor head mounting means havinga blade means,

c. said rotor head mounting means has a first carriage meanstranslatably mounted with said frame means to move transversely, and asecond carriage means translatably mounted with said first carriagemeans to move longitudinally relative said first carriage means andhaving a portion of said blade rotating means mounted thereon, and

d. said means to move said rotor head mounting means including pairs ofparallel transverse and longitudinal beams having carriage blocksthereon to move said carriage means and said second carriage meanssimultaneously relative to each other and relative to said aircraftframe means,

e. a cable means having cable members connected to respective ones ofsaid carriage blocks to move said first carriage means and said secondcarriage means on respective one of said transverse beams and saidlongitudinal beams,

f. said powering means is operably connected to said blade rotatingmeans by a transmission means,

said control means is adapted to move said blade rotating means relativeto said aircraft frame means to control the flying motion of saidaircraft.

1. An aircraft control means comprising: a. rotor head mounting means mountable with a frame means having means to move said rotor head mounting means transverse to said frame means, and having means to move said rotor head mounting means longitudinal to said helicopter frame means, b. blade rotating means secured to said rotor head mounting means and having a blade means, c. said rotor head mounting means has a first carriage means translatably mounted with said frame means to move transversely, and a second carriage means translatably mounted with said first carriage means to move longitudinally relative said first carriage means and having a portion of said blade rotating means mounted thereon, d. said means to move said rotor head mounting means operable to move said first carriage means and said second carriage means simultaneously relative to each other and relative to said frame means, and e. said means to move said rotor head mounting means having longitudinal beams and transverse beams having carriage blocks slidable mounted on said beams and movement of said carriage blocks moves said rotor head mounting means to move the center of gravity of said frame means, f. said means to move said rotor head mounting means transverse said frame means has a transverse way means mounted transverse said frame means and said first carriage means slidably mounted therewith, and g. said means to move said rotor head mounting means longitudinal to said frame means has a longitudinal way means mounted longitudinal said frame means and said second carriage means slidably mounted with said longitudinal way means, said control means is adapted to move said blade rotating means relative to said frame means so as to control a position of lifting forces on said frame means.
 2. The control means as described in claim 1, wherein: a. said transverse way means has a pair of said parallel transverse beams secured transverse on said frame, b. said first carriage means has a pair of parallel passageways therethrough to engage said transverse beams so as to mount said first carriage for transverse movement thereof relative said frqme means, c. said longitudinal way means has a pair of said parallel longitudinal beams secured in a longitudinal position on said first carriage means, and d. said second carriage means has a pair of parallel passageways therethrough to engage said longitudinal beams so as to mount said second carriage for longitudinal movement thereof relative said first carraige means, e. said means to move said rotor head mounting means longitudinally has a guide frame means secured to said second carraige means, f. said means to move said rotor head mounting longitudinal and transversely has a carriage control means connected to said guide frame means to move said second carriage means and said first carriage means forward and aft, and back and forth relative said frame means, g. said carriage control means has a cable control means having one pair of control cables connected to said guide frame means to move said first carriage means transversely, and another pair of control cables connected to said guide frame means to move said first carriage means longitudinally relative said frame means, and h. said cables are connected to a pilot control means for movement of said first and second carriage means in a horizontal plane.
 3. In an aircraft having a frame means and powering means having a control means: a. a rotor mounting means mountable with said frame means having means to move said rotor head mounting means transverse to said frame means, and having means to move said rotor head mounting means longitudinal to said helicopter frame means, and b. blade rotating means secured to said rotor head mounting means having a blade means, c. said rotor head mounting means has a first carriage means translatably mounted with said frame means to move transversely, and a second carriage means translatably mounted with said first carriage means to move longitudinally relative said first carriage means and having a portion of said blade rotating means mounted thereon, and d. said means to move said rotor head mounting means including pairs of parallel transverse and longitudinal beams having carriage blocks thereon to move said carriage means and said second carriage means simultaneously relative to each other and relative to said aircraft frame means, e. a cable means having cable members connected to respective ones of said carriage blocks to move said first carriage means and said second carriage means on respective one of said transverse beams and said longitudinal beams, f. said powering means is operably connected to said blade rotating means by a transmission means, said control means is adapted to move said blade rotating means relative to said aircraft frame means to control the flying motion of said aircraft. 